Comments by "Helmuth Schultes" (@helmuthschultes9243) on "NASCAR Fan Reacts to Rally Cars On a Dyno" video.

  1. Though now retired since 2017, I have fond memories of 30 years of engine and car testing on engine dynes and chassis dynes as part of my job in engine electronics and electrics, back in lattrr 1970s. First mainly on Ford and GM (Holden) development work, but also Nissan, Chrysler and Mitubishi forvsome tasks. Most with the big two, with initially mainly Alternator/charging and minor car electronics, but mostly Ignition system and its sub system components, Distributor , Insulator material advances over old conventional bakelite used, Ignition Coil, including boosted energy spark up to 5 times conventional spark energy, multispark, spark plug matching/temperature range and electrode designs, inductive and Hall sensor based trigger pickup for marching Electronic switched coil module, inckuding hybridcelectronic module to full Computer Spark Timing, that work even involved dangerous in engine dyne measuring right beside engines at entire load speed range, with up to yellow hot exhaust manufold and running to beyond 7000 rpm on some engines. Up to 8 hrs, in protective clothing and ear plugs plus ear muffs. Reading lots of parameters on direct connected instruments, looking at spark scatter, spark current, trigger instabilities, lots of parameters not easily determined in one setup from outside the dyne cell, as signal probes and sensing locations often had to be shifted dynamically while holding given engine state constant. Not feasible comparative results if starting and stopping test run repeatedly, so active testing on oscilloscope and other measuring equipment atcsteadycstate constant running. Even found a reason for a problem on one series of new 6 cyl engines, that had a periodic instability, that the engine design engineers had no idea of a reason, a frustrating, hair tearing situation. I measured a premature termination of the spark burn cycle, that initislly was blamed on poor spark plug design. To benefit of the incumbant spark plug supplier, not my employer, I showed that it was not the spark plug, nor my companies electronic spark control or ignition coil. It was the engine design flaw, that was a result of excessive induction air stream swirl and tumble that had been designed in targetting better emission and economy by improved combustion cycle. Sadly it put a high velocity air stream right through the sparkplug gap, that blasted the spark from continued burn. With abnormal shirt spark burn, the mixture was not fully ignited, resulting a up to several cylinder cyckes of failed delivery of power, and thus actually emissions and economy deterioration, to the driver a noticable brief engine shudder. The car company "F...) redesigned pistion top and cylinder top shapes to fix a problem that had already been a problem for over two years. Also involved chassis dyne and test track work, as well on road test driving, and winter/ summer testing. In one "illegal" testing on one road, had a police highway persute patrol car with light bar removed but all remaining gear fitted, that had tobhave on road ignition system testing over full engine range. Involved a quiet rural road stretch, doing up to just on 200 kph, 125 mph, in a speed limited area of 100kph max, 55 mph max, and done over two days avoided getting caught speeding and losing my drivers licence for years. Came close one time on second day ofcyests, had just done a 180 kph run, done a U turn and as we readied to go again, still going legal speed a police patrol passed going opposite direction. Further danger of course was being rural there was possibility of having agricultural machinery appear on that road, had one instace a tractor with a trailer crossing the road. As of 1980s had responsibility for electronic fuel injection and then full spark and fuel computer system application and ovrrseeing design of the electronic modules. Had tesponsibilty for a Automotive test centre with chassis dynevand teo engine dynes, with emission test sytems and hot/cold cell on the Chassis dyne and one of the engine dynes. Not for high performance engines and cars. The larger engine dyne only for 250 hp and 8000 rpm, the other 300 hp and only 6000 rpm. The chasis dyne only 2 WD one roller set only, and at tyres only 200hp. Had many test cell adventures as well as even more field testing including much HOT conditions in Australia, up to ambient, in shade 46°C, 115°F, with road tar sticking to tyres, to WINTER testing in Australia to -12°C, but colder in Hokaido Japan, South Korea, North Sweden beyond Arctic circle, to -30°C, -22°F, and southern Germany to not quite that low. Exposed to many car models and driving conditions, everything from super compact cars, sports cars, limousines, mini trucks, Turbo engines, anything from sub 1L 2 cyl to over 6L 12 cyl engines. In some ways I do miss those former working days, but can bask in fond memories of good and dreadfully dangerous work done. Even at one stage made special calibration airflow sensors for a racing team. Even Peter Brock for racing had a Electronic Spark Computer module designed by a fellow engineer writting software and hardware designing that I was co supervising, that at the time he started as a graduate engineer I had to teach in the design and functions of such engine spark control computers. 😊
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